Cessna 180: Skywagon

gallons, but later Skywagons were typically fitted with long-range 79-gallon tanks. At a burn rate of 13 gallons per hour, this meant the airplane could endure for five hours plus reserve. It’s important to remember, how- ever, that Skywagon missions were often out and back, with no provisions for refueling at the destination. That translated to 2.5 hours in each direction. Not Quick but Utilitarian Speed was never the ultimate goal with the Cessna 180, as the airplane was valued more for where it could go than how fast it could get there. A realistic cruise on the Cessna 180 was about 135 knots, so the airplane 8 CESSNA OWNER AUGUST 2018 had an operational out-and- back range at max cruise of just over 300 nautical miles, perhaps 350 or 400 miles at economy power. The Cessna 180 was so good at what it did, it spawned a step-up model within the same type certificate. The Cessna 185 offered an additional 55 hp for those pilots who felt a need for extra takeoff performance and ad- ditional lifting power. In most other respects, it was es- sentially the same airplane as the 180. Back in the early ’80s, I delivered a number of NOR- DO (no radio) 185s from the Cessna factory in Wichita to the West Coast, and the airplane was an especially impressive performer with only one soul aboard and full fuel. With only a handheld radio available, I stuck to the little airports and enjoyed the 185’s wonderful performance, meanwhile dazzling the locals with the airplane’s short field performance. The 180/185 offered a better takeoff attitude for dirt strips, providing more prop clearance with the tail on the ground. When fitted with oversized tundra tires, the prop blades are elevated even farther above the terrain, so much so that a prop strike is virtually impossible un- less the impromptu runway is extremely rough. High Wing Over Low Wing on Water Of course, another obvious benefit of the 180/185 se- ries is the type’s high wing, which automatically pro- vides better clearance of brush and low-lying trees if there’s a need to operate off non-runways. Once during a visit to Kenai, Alaska, a bush pilot told me that some pilots land 180s fitted with oversize bal- loon tires on creeks and rivers adjacent to small sand- bars. I’d heard about this procedure in Super Cubs. As long as you keep the speed above about 15 knots, there’s little risk of sinking into the water, as the huge tires serve as pontoons. When you roll up onto a sand bar or other semi-solid ground, you simply chop the throttle, drop the tail, tap the brakes, and stop almost instantly. Takeoff requires the opposite procedure: line up with as much informal runway as possible, apply full power, release the brakes and water ski out onto the river or creek for liftoff. I’d even heard of this procedure being used with retractable skis on old wood-wing Bellancas of the 1950s. Another common trick, this one for departure, is what some pilots call a jump takeoff. Dan Spader, chief pi- lot of Maule Aircraft, taught me this technique back in 1979 Cessna 180K Owner Jon Harden (Aviation Insurance Resources, www.air-pros.com) Special Features P-ponk conversion, 3 blade prop, Horton STOL kit, bubble side windows. I am second owner. Original owner (Pan Am pilot) bought new and flew home from the factory. What is the biggest ongoing challenge with this aircraft? No real ongoing problems. Normal maintenance and very few ADs. Cessna kept this plane simple to operate. What is the best reason to fly this aircraft? This is an all-around, do-most-anything aircraft. It will haul whatever you put in it (within W&B limits of course). It is comfortable, roomy and stable traveler. Land anywhere. And has classic look. This is a pilot’s airplane. About the Photos Photographer Jeff Fink shot these over snow-covered Maryland. 10 CESSNA OWNER AUGUST 2018 Member Photos 1955 Cessna 180 Owner Phil and Kathi Irwin, Colorado What is the biggest ongoing challenge with this aircraft? Keeping it polished! What is the best reason to fly this aircraft? To keep up those tailwheel skills. Let’s see your plane: Visit cessnaowner. org/submissions 12 CESSNA OWNER AUGUST 2018 Bill Cox took his first flight in a Piper J-3 Cub in 1953 and has logged some 15,000 hours in 311 different types of aircraft since. He has authored more than 2,200 magazine articles and was the on-camera host of the 1980s TV series “ ABC’s Wide World of Flying.” Bill is currently rated Commercial/ Multi/Instrument/Seaplane/Glider/Helicopter. He can be contacted via email at flybillcox@ aol.com. the ’80s when I was delivering Maules from Moultrie, Georgia, to Long Beach, Califor- nia. It works best when the load is relative- ly light and the aircraft is equipped with manual flaps, controlled by a hand lever. Hold the brakes, push power to the stop, release the binders, and lever the yoke for- ward to bring the tail up. When the air- speed comes off the bottom of the dial and hits 20-30 knots, simultaneously select the second notch of flaps and rotate hard. If you do it just right, the airplane will come off the ground instantly and start uphill. You’ll obviously need to ease the yoke for- ward to avoid a low altitude stall and an abrupt return to Earth. This isn’t a trick for the uninitiated! Unless you’re very familiar with your airplane’s stall characteristic and handling, don’t even consider trying it. Wheels, Skis, or Floats – Your Choice The Cessna 180 may be fitted with skis and floats for more conventional operation on snow or water (without risk of sinking), and the type makes an excellent floatplane. There’s some payload lost with either ski or float option, but the Cessna is amenable to switching between the three types of land- ing gear, and it can still make its own air- port at uncharted destinations. The Cessna 180 has always been one of the most endearing airplanes in general aviation, a design constructed in the ’50s to perform a variety of jobs. Even today, Cess- na’s venerable Skywagon continues in ser- vice as one of the world’s most cost-effective utility airplanes. SPECIFICATIONS & PERFORMANCE 1958 Cessna 180 Skywagon All specs are researched from Aviation Week’s Aircraft Bluebook Price Digest or Jane’s All The World’s Aircraft (in this case, 1958 edition). Performance numbers on older aircraft may be open for debate if you use other sources. SPECIFICATIONS Engine: . . . . . . . . . . . . . . . . Cont inent al O-470U HP: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 TBO (hrs-std/overhl): . . . . . . . . . . . . . . . . . . . 180 Gross Wt (lbs): . . . . . . . . . . . . . . . . . . . . . . . 180 Empty Wt (lbs): . . . . . . . . . . . . . . . . . . . . . 2,000 Useful Ld (lbs): . . . . . . . . . . . . . . . . . . . . . . 100LL Fuel (gal): . . . . . . . . . . . . . . . . . . . . McCauley FP Payload (lbs): . . . . . . . . . . . . . . . . . . . . . Tri/Fxd Length: . . . . . . . . . . . . . . . . . . . . . . . . . . 2,558 Height: . . . . . . . . . . . . . . . . . . . . . . . . . . 2,550 Wingspan: . . . . . . . . . . . . . . . . . . . . . . . . 1,717 Baggage Cap (lbs): . . . . . . . . . . . . . . . . . 841/833 PERFORMANCE Cruise (kts) . . . . . . . . . . . . . . . . . . . . . . . . 139 Climb (fpm): . . . . . . . . . . . . . . . . . . . . . . . 1,130 Service Ceiling (ft): . . . . . . . . . . . . . . . . . . . 21,500 Stall (kts): . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Stall – Vso (kts) . . . . . . . . . . . . . . . . . . . . . . 615 T.O. Dist (ft): . . . . . . . . . . . . . . . . . . . . . . . . 460 All photos submitted by Andrew Dilworth, www.flyskyhoppers.com. See more about Andrew on Page 14. HOW AND WHY TO FLY A SKYWAGON 14 CESSNA OWNER AUGUST 2018 As the chief instructor for one of the rarest of aviation courses — one that teaches how to fly the specific model of Cessna called the 180 Skywagon — Andrew Dilworth of SkyHoppers Aerial Adventures knows the Skywagon about well as anyone. From SkyHoppers’ website at www.flyskyhoppers. com, here’s a description of the course: SkyHoppers offers a unique course of Cessna 180 high-performance-tailwheel training not found any- where else in the lower 48 United States. Our transi- tion-training includes instruction in high-performance power-plant operation, tailwheel airplane inspection & handling, and basic tailwheel maneuvers including taxi, takeoffs, and 3-point landings. As you progress, we will review and practice advanced crosswind tech- niques, and introduce you to ‘wheel landings’ on both pavement and grass strips. After you demonstrate pro- ficiency in tailwheel flying, we can then introduce you to the short-field capabilities of the Cessna 180 and the related techniques. We asked Dilworth to give us a rundown of why to fly this interesting model of airplane, and what to look for in a used Skywagon. What are your favorite, unique elements of this air- plane? What is the reason you use it so extensively? The Skywagon is the quintessential American bush plane. Its design is timeless and form factor ever so prac- tical, from the huge baggage area to the quick-removal rear seats. Like the 4x4 Jeep industry, there are also seemingly countless modifications that can be made to the plane. It is also an extremely stable platform for all kinds of flying and very forgiving at the hands of new Skywagon pilots, given proper instruction and experi- ence building. It is the rugged alternative to the milder- mannered Cessnas, for a younger generation of pilots seeking the adventure experience. As for me personally, I really like the aspect of climbing up into the plane, es- pecially when it is equipped with oversized tires. Being a Skywagon driver also allows one to command a bit of swagger. What is most surprising or most difficult to learn for a “new” Skywagon pilot (even one who has flown exten- sively before)? As a professional Skywagon trainer, I have trained more than 100 pilots in the Skywagon, both 180 and by Andrew Dilworth www.flyskyhoppers.com 16 CESSNA OWNER AUGUST 2018 185, and have found that the most difficult aspect for the trainees is refinement of their basic crosswind land- ing skills to accommodate the momentum of the plane when unwanted yaw develops. In a nutshell, the aile- ron must remain into the wind, steer with the rudder, and manage the energy with precise power inputs. The airline-pilot trainees often have the most difficulty with the rudder steering, as I have had many of them tell me they aren’t even allowed to touch the rudder in flight. The ‘one-point’ wheel landings are of course the most difficult, especially when reaching the demonstrated XW component (or beyond) — I liken the experience and required inputs to performing ballet with the airplane. Other somewhat difficult aspects when first learning to land the Skywagon include mastering the roll-on to wheel landings and the sensation of ‘pinning’ the air- plane in that attitude (and the amount of force it takes), as well as mastering the flare in a three-point attitude, in which the runway cannot be seen over the cowl. The most surprising aspect for Skywagon trainees is how easy the plane can be to land when executed prop- erly, following proper procedure, using techniques spe- cific to the Skywagon and timely control inputs. Equally surprising is when light-tailwheel pilots (Citabria, etc.) try to land it like a Citabria — such [attempted] land- ings are often ugly when they first are learning how much momentum the Skywagon carries and how much effort, skill, and timely inputs it takes to correct for un- usual attitudes during landing. As the saying goes, “If you are a heathen, the Skywagon will turn you into a believer, and if you are a believer, the Skywagon will turn you into a believer.” What is your advice for somebody looking to buy a Skywagon? What are the first few things you would in- spect? Cost considerations aside, first the future Skywagon driver needs to determine how they want to use their Skywagon. If they want to go faster and land as short as possible, then the earlier model years, with their substantially lighter weight combined with upgraded engines, fit the bill. If they want to carry more weight and go longer distances, and brave serious IFR condi- tions, then the later models (particularly the late ’70s and early ’80s models) with their longer-range tanks, greater useful loads, and modern six-pack instrument clusters should be considered. Then, having selected a Skywagon year and shopped around for a few to choose from, the future Skywagon driver should first inspect for previous damage history (which most Skywagons have), and the quality of the repairs. Obvious areas to look for are smoking rivets and/or wrinkled skin in the gearbox area, damage to the tail section (especially the skins), and of course the con- dition of the horizontal stabilizer jackscrews, and the hinge bushings and the infamous hockey-stick angle brackets they bolt to. Next would be to assess the com- pleteness of the plane’s documentation (logbooks, 337s, etc.). Many planes have had modifications (and repairs) made without accompanying 337 forms, whether or not an STC was available for such modifications, and/or whether the STC was purchased for the plane. All this is aside from the usual inspections for corrosion, en- gine oil analysis, cylinder compressions, etc. As with all planes, it is best to buy a Skywagon with as few hours as possible, and which has been flown with some regu- larity since it was new. Add anything else you think is interesting about this plane, its maintenance, or its pilots. There is so much to say about all three of these as- pects that I don’t know where to begin, and perhaps a whole article could be written about them. The “flying tail” aspect of the plane (jack-screw-equipped horizon- tal stabilizer), “square” tail, and the “fastback” design are some of the more interesting elements. The various combinations of modifications to be found on any given plane allow for hours of conversation between fellow Skywagon drivers. As for maintenance, the jack screw assemblies can be particularly onerous to maintain, especially if the plane doesn’t have the access cover installed in the lower tail cone. Tire rotation is important to prevent highly un- even wear on the outside of the tire tread, especially when performing lots of wheel landings, which I do in my training program. I recommend all Skywagon own- ers invest in the newly available “Av-Jack” to make this a simpler, safer process. As for Skywagon drivers, they are quite the cohort. Without going into the various Skywagon personality traits I have encountered over the years, I can say that it takes a certain amount of moxie to become a Skywag- on pilot. Those who go on to become Skywagon drivers are self-starters, independent-minded, thrive on the challenge of the Skywagon, and pursue Skywagon own- ership as a way of life, incorporating the plane into their family activities and going farther with these planes than most other single engine Cessna owners. That said, it is Skyhoppers’ mission to transform ordinary pilots into the persona of Skywagon drivers with the ac- companying skills, in order to equip the Skywagon fleet with professionally trained Skywagon owners for gen- erations to come.